Signaling device.



. J. HEWETT.

SIGNALING DEVICE.

APPucATxoM man SEPT. 1. 191e.

Patented Dec. 17, 1918.

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ROBERT J'. HEWETT, 0F WESTFIELD, NEW JERSEY.

SIGNALING DEVICE.

Specification of Letters Patent.

Patented Dec. 17, 1918.

Application filed September l, 1916. Serial No. 117,989.

Be it. known that I, ROBERT J. HEWETT, a citizen of the United States, residing at iilesttield, in the county of Union and State otA New Jersey, have invented certain new and useful Improvements in Signaling De vices, of which the following is a full, clear, and eX-act description.

This invention relates to a three-position signaling device, which is adapted to be used as a cab signal, or in other places where three-position signal indicators are desired.

r1`he primary object of the invention .is to provide a three-position signal which will be positive in its operation and yet be controlled by a single control circuit, which adapts the device for use with cab signal systems where the three-position signal is carried in the cab and the circuit wires are energized by suitable devices along the tra ckway, as well as in other railwaysignal systems where minimum number of wires desirable.

T he invention therefore consists of a signal arm which is biased to one position and is moved to its two other positions by means of separate electromagnetic devices. One of these electromagnetic devices is placed in the main circuit of the signal and the other in a branch to the main signal circuit, and has its circuit controlled by a circuit controller, which is actuated preferably by a reversal of current in the main circuit, whereby with current of one polarity passing through the main circuit, one of the electromagnetic devices will be operated, and upon a reversal of current the circuit controller will be actuated to control the circuit to the other electromagnetic devices. In this manner the signal is positively moved to its two operative positions. The signal is applicable for controlling train movements by cab signals, without the aid of the usual roadside signals having movable semaphore arms, by which application of the three-position signal the marker masts or inoperative signal arms for identifying the signaling locations and'for qualifying the indication given by the signal, should be placed along the trackway. its use, however, is not limited to this particular one, but may be used in conjunction with the ordinary roadside signal systems.

in the accompanying drawings, the invention is disclosed as a part of a cab signaling system, but it is not the intention that this description will limit the invention to this particular use, as the signal per se, with its control circuits, may be used for other purposes, the scope of the invention being set out in the appended claims.

Figure 1 shows a signal and the associated control system, the signal being shown in safety position; Fig. 2 is a detail, the signal being shown in its caution position;

Fior. 3 is a detail showing the signal in its normal or danger Tiosition; and

F ig. 4 is a detail showing a type of casing in which the signal may be mounted.

The roadside control system may be of any suitable character, and in the embodiment shown, the line circuits are of the polarized type, where y the two positions of the signal may be obtained by a reversal of current in the control circuits.

Referring to Fig. l, the line control relays designated L15, L16, L17 and L18, are of the type known as neutral polar relays, in which there are two circuit controllers, one a neutral circuit controller which comprises a neutral armature which is attracted by current of either polarity, and the other a polar circuit controller which is actuated by the reversal of current through the electromagnetic device onerating the same.

The distant line relay L15 corresponds to a distant marker mast 15, which is positioned in the same place as would be the ordinary distant roadside signal. This relay controls the polarity of the current from the battery 131 to the distant contact rail 125. In thesame manner the distant line relay L", which corresponds to the distant marker 17, controls the polarity of the current from a battery 146 to a distant contact rail 140. f

The line relay L1G is a home line relay and corresponds to a home marker 16. This relay controls the polarity of current from a battery 39 to a home contact rail 33, and also, by extension line circuit wires 64 and 69, controls the polarity of the current from a battery 39 to a distant line relay L. In the same manner, the home line relay L, which corresponds to the home marker 18, controls the polarity of the current from the battery 81 to the home contact rail 75, and also7 by extension line circuit wires 94 and 99, controls the polarity of the current from the battery 81 to the distant line rep lay L".

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The heine line relay L16 is the control relay for the bloclr between the niarlrers l@ and 18, which includes the traclr sections 1l and l2. The circuit whereby it performs this control is as follows: from the home line relay L16, Wire lo, Contact l? of traclr relay R11, line Wire e8, contact a9 of track relay R11, Wire 50, contact 5l or line relay L1S for the next block, Wire 52, battery 53, Wire 5e, front contact 55 or' line relay L13, and coininon Wire 250 baclr to the line relay L16. The line relay L16 is, therefore, energized from the battery 53, which is controlled by the honie line relay L13, which acts as a pole changer tor reversing the current passing troni this battery to relay L16. That is, when the line relay L1S is energized, thel closed condition of its front contacts 5l and 55 Will deliver a current or' nornial direction to the line circuit-Wire 48 and thereby to the line relay L16, which nornial 'current Will cause the line relay L16 to be energized. When the line relay L16 is energized by current in this direction, the polar contacts f1-.Y and el Will be thrown to the right, as shown in the drawing. rEhe energized condition oi' the relay vvill also cause the neutral contacts 2l, 28, 35 and to be closed. @n the other liant., when the line relay L16 is denergized the circuit through therront contacts 5l and 55 will be broken and the circuit closed through the bach contacts 62 and 63. rhis will reverse the current passing troni the battery 53 to the line circuit Wire e8, causing a reversal or polarity orn4 the herne line relay L16, but maintaining it in its energized condition. rllhe polarized circuit controllers B7 and el v'ill then be thrown to the lett, the neutral contacts 28, So and 43 remaining closed irrespective oiI the direction of current passing through the relay.

T he control circuit or heine line relay L13 is siinilar to heine line relay L16 and is only partly shown, as Wire S8, contact 89 and Wire 90.

rlhe circuit controllers or polar contacts 37 and '-ll of the heine line relay L16 serve as a pole changer for delivering a current in a norinal or reverse direction troni the battery 39 to the heine contact rail 33, and also to distant line relay L16, the contacts, when tl irovvn to the right, delivering a current in vhe norinal direction and when thrown to .the lett, a current in the reverse direction.

Y The herne line relay L16 serves as a pole changer for the battery 26 and controls the herne line relay in the rear, not shown. lihen the line relay L16 is energized, the closed condition oft its iront contacts 2e and Q8 will deliver a current oit norinal direction to the hoine line circuit wire Q1 and to the heine line relay at the rear. not shown. l-loivever, when the line relay L16 is denergized, its 'iront contacts @d and 28 are in open position and the baclr contacts 30 and senses 3l closed, vfnich will deliver current in a reverse direction to the hoine line relay at the rear.

rllhe polar contacts 138 and 129 of the distant line relay L16 act as pole changer for the circuit connecting the battery ll to the distant conactrail lz, the contacts and 129 delivering current passing to the contact rail 125 in the norinal direction when thrown tothe right, and in a reverse direction 'when thrown to the left. ln the saine manner, the polar contacts H8 and lad of he distant line relay L17 serve as a pole changer tor delivering current in normal or reve-rse direction 1iroin the battery ll@ to the. distant contact rail l-lO, the current being in the norinal direction iv-len the contacts are thrown to the right and in' the reverse direction when thrown to the left. The extension control circuit tor the distant line relay L17 is in multiple with the heine contact rail and in the saine nianner the extension control circuit for the distant line relay L16 is in multiple with heine contact rail 33. The distant control rela; L15 and its distant contact rail 12o have the saine control as hoine Contact rail ln the saine Way distant control relay L17 and its distant contact rail rhl0 have 'the saine control as heine Contact rail T5. ln other Words, a distant contact rail gites the sane signal indications as the horno contact rail.

Lt will therefore be seen that the purpose or the control system described is to deliver current et normal or reverse rola ity to the contact rails lz, 38. il() and 75, trein which said current is delivered to the three-position signal upon the cab, rvhich will now be described.

rlhe semaphore arni of the three-position signal on the cab signal is designated C, and in Fig. l is shown in its 906 position, correspending to the safety position. The is moved to this position by the electromagnetic device 120 when the same isenergized, the arinature E thereol2 carrying at its outer end an arin j", through which an operatingl rod B passes, the rod having a collar z thereon which is engaged by the arin f to inove and hold the semaphore arrn in its 906 position as long as the electromagnet 120 reniains energized.

rl`he semaphore arin C is inoved lto its 456 or caution position by a sec nd ele^tromagnet 112 having an armature le. which carries an arin g through which the operating rod B also passes. 1When `he sernanhore arin is in its 906 position, as shown in Fig. l, and the electiornagnet llZ is energized, the armature A is attracted and held against a stop c', but since the arinature E is also attracted by the energized condition of the elecvtroinagnet 120, the armature A in moving against the stop does no mechanical work, since the arin f has alreat been Cil movedy to a position above the same, as shown in Fig. 1. When the electromagnet 112 is denergized the armature A rests against a stop j.

ln Fig. 2 of the drawing, the semaphore arm C is shown in its 45 position, that is, the caution position, and, as will be clear from this view, the electromatfnet 120 is deenergized and the electromagnet 112 energized. The armature E, therefore, drops until its arm f rests upon the arm g carried by the armature A, which, since the electroinagnet 112 is in energized position, is still held against the stop z'. The operating rod B will therefore be lowered a distance lcorresponding to the distance to which the arm ,f drops, which will permit the semaphore to assume the position shown in F ig. 2, that is, its 15 position.

In Fig. 3 the semaphore arm C is shown in its normal danger or horizontal position, and here both of the electromagnets 120 and 112 are denergized, the armature A dropping from the position shown in Fig. 2 until it rests upon the stop y', and since the arm j rests on the arm g and the arm f engages the collar it upon the operating rod B, t 1e semaphore arm C may assume a horizontal position by gravity, but will be prevented from further movement.

The armature A controlled by the electromagnet 112 has, therefore, two positions, depending upon whether it is resting against the stop z' or the stop j, while the armature E controlled by the magnet 120 has three positions; one, its attracted position where the arm ,f is held above the arm g; two, where `the arm f rest-s upon the arm g while the armature A is attracted; and three, where the arm f rests upon the arm g when the armature A is released.

The magnet 112 is a. neutral polar relay having a neutral armature A, which has already been described, and a neutral contact 116 and also a polar armature 118, which is thrown to the left or right, depending upon the direction of current passing through the electromagnet 112. The magnet 120 has only the single armature E, which has already been described.

if desirable, the electromagnets 112 and 120, together with their contacts, may be inrlosed within a casing or case, which has been designated P, and shown in F ig. 4 of the dr wing. This case may be provided with an opening Q in its front face, protected by a transparent pane such as glass, through which the semaphore arm C is visible. It is preferable to arrange the opening Q so that only the 115 and 90 positions of the semaphore arm are visible. The reason for this is that where a signal is visible to the engineman it is advisable to have a normal danger position of the signal obscured, for otherwise the engineer would be continuously running against a signal set against him, By obscuring the danger or zero, or horizontal position of the semaphore arm, the engineman is therefore governed entirely by the 45 and 90 positions of the signal, which he receives as he passes over contact rails, in a manner which will be fully apparent from a description of the mode of opera-tion of the signal system, which will now be made.

Assuming that there is an eastbound train in track section 9 and the Contact shoe 110 of the engine is in engagement with the distant contact rail 125, and that the trackway in advance is clear so that the train may proceed with safety, this safety signal is received by the threeposition indicator described, in the following manner. The distant contact rail 125 is energized from a circuit passing from the battery 131, wire 130, polar contact 129, wire 128, contact 127, wire 126, distant contact rail 125, contact shoe 110, cab wire 111, electromagnet 112, cab wire 113, to the axle and wheel 114 of the train, track rail 137, wire 136, contact 135, wire 1311, polar contact 133 and wire 132 to the other side of the battery 131. This circuit being closed, the current passes therethrough in the normal direction and energizes the magnet 112, which will attract its armature A and through the operating rod B, as described, will move the semaphore arm C to its 115 position. However, since current is passing in the normal direction through the electromagnet 112, the neutral contact-116 will be closed and also the polar contact 118 will be thrown to the right or to its closed position, which will connect the magnet 120 to the cab circuit, the circuit being as follows: from cab wire 111, wire 121, magnet 120, wire 119, polar contact 118, wire 117, neutral contact 116 and wire 115 to cab wire 113. The energization of the magnet 120 will attract its armature E and the semaphore arm C will be moved to its 90 position, through the operating rod B.

The semaphore arm C when in its 90 position, informs the engineer or engineman that the track section 10, and also the block from the home marker 16 to the home marker 18 is clear, and that he may proceed to the home marker 16, at which point he will receive a second safety indication.

The energization of the contact rail 125 to give the 90 or safety signal indication, as described, is due to the fact that the distant line relay L115 which controls the circuit from the battery 131, previously traced, is controlled by the track relay R1", which, since track section 10 is unoccupied, is energized to close the contacts 65 and 68. The circuit including the contacts 65 and 68 is also controlled by contacts 35 and L13.0f line relay L1 which is in turn controlled by the track relays R11 and R12, and since the track Cil sections 11 and 12 are unoccupied, these relays are energized and close the circuit to the line relay L16.

As the engine or' the eastbound train enters the track section 10, and its contact shoe 110 leaves the distant contact rail 125, both ot the magnets 112 and 120l are denergized and the seniapliore arin C Will return to its normal or danger position, as shown in Fig. 3, under the torce of gravity. As the train .approaches the lioine niarler 16, the contact shoe 110 engages with the honie contact rail rlhis contact rail is also energized by a current ot iiorinal polarity roin the battery 39, and a circuit will be closed to the magnet 112, as ollovs: :troni the battery 39, wire 33, polar contact 3'? or relay L16, Wire 36, cont of relay L16, vvire 311, heine Contact 33, contact shoe 110, wire 111, magnet 12, vf're 113, aigle and Wheel 11d, track rail wire del, contact e3, Wire Ll2, polar contact L11 and f. "e fr@ to the other side ot the inis current being ot normal polarity will energize the magnet 112 and, as previously described, will also close the circuit to the niagnet 120 so that the sernapliore arin C is successively' raised to its 45 position and then to its 90o position.

The receipt ot the safety signal by the engagement or" the contact shoe with the heine contact rail 33, iniorrns the engineer that the block extending trein heine niarlrer 16 to heine niarlter 10, is clear and also that the nent block frein hoine niarlrer 13 to heine inarlter or the next succeeding block (which block is only partially shown) is also clear.

v'llie tact that a two-block clear indication is given at this point is due to the tact that the herne relay L16 which controls the battery 39 is controlled by the home line relay L18, the circuit tor the relay la being,- controlled by the tra-cl; relays l and it, 'avhile the circuit for the home line relay lla-18 is in turn controlled by the traclr relays tor the block in advance.

Assuming that the bloclr in advance ot the heine inarlrer 1S is occupied, the track relays tor that bloclr which control the home line relay L18 .vill be open, denergizing the line relay ills, opening,- its front contacts 51 and 55 and closing` its back contacts 63 and rlhe polarity ot tie current troni the battery 53 ivill then be delivered in a reverse direction to the line u'ire a8, lWhich `vill re verse 'the polarity of the heine line relay lam ivliicli ivill throvv its `polar contacts L11 and 3'? to the lett and this ivill deliver a current ot reverse polaty troni battery 39 to thc ironie contact rail and also to distant control relay L, and this relay in turn will tlirov: its polar contacts 133 and 129 to the lett and deliver a current in a reverse direction troni batt-ery 131 to distant contact rail ein eastbound ain in track section 9 ti Y.: '4... A.. 1 with us Contact snoe 110 on contact. iail insignes will then receive current -which passes through the cab signal in the direction op' thc electroinagnet 112 the position.

aan C .Will be inoved to However, since the current passes through the electroinagnet 112 in reverse direction it will have an opposite polar'y and will "chronY its polar contact 113 to the left, which will open the circuit tor the magnet 120 and prevent the semaphore arin C roin being inoved to its 900 position. "ln Fig. 2 orp the drawing, this position oithe circuits and ot the magnets 112 and 120 is shown. i L15" indication is therefore received by the engineer, Which informs hini that ne inust proceed With cautioin expecting to receive a caution signal at the boinc inarltcr 16. it there is no cnange in the condition of the blocks in advance, a' the train advances it ,Will receive a caution indication, when its contact shoe engages with the hoine Contact rail 33, since this cont ct rail will be ener- ISized by a current or" reverse direction in the iolloiving manner: he heine line relay L16, since it is energized by a current in the reverse direction, as previously des ribed, has thrown its polar contacts Ll1 and 37 to the left, which will reverse the polarity .ot the current passing` troni the battery 39, and the circuit to the contact rail 33 will 'then be as follows: from the negative terminal ot the battery 39, ivire v10, polar cortact 3T, Wire inagnet 112, as previously described, which will niove the semaphore arin to its 450 position, and will also open the polar Contact 118 to prevent the energization of the inagnet 120. The caution7 signal received at this point ,will interni the engineman that the first block extending troni inarlter 16 to marker 18 is clear, but that the block in advance is occupied, and that he rnust proceed with caution7 to the hoine marker 13. However, before reaching' the heine inarlter 13 he will receive an indication the distant inarlrer 17 which inay interni hini ot a change in the condition of the blocks in advance.

Assumingl that the block extending trein the home marker 16 to the home niarlrer 13,

is occupied by a train either in the track section 11 or the track section 12, in this instance either the relay R11 or R12 will be deenergized and the control circuit for the line wire 48 which controls the home line relay L16 will be open. The line relay L1G will be denergized, which will open all of its neutral contacts including contacts and 43 which control the circuit to the home contact rail 33 and also the distant control relay L15. Therefore, when the contact shoe 110 of a train in track section 9 engages with distant contact rail 125, the semaphore arm C will not be moved to either its 4150 or its 90o position, since neither of the electromagnets 112 or 120 is energized. This is shown in Fig. 3. The absence of a proceed signal informs the engineer of the fact that the block from home marker 16 to home marker 18 is occupied and that he should proceed at caution to home marker 16 and stop the train with .his contact shoe 110 onhome contact rail 33 so as to receive a proceed indication as soon as the proceeding train clears out of track section 12.

I claim:

1. In a three-position signal for railway signaling systems, an indicating arm biased to one position and having two operative positions, separate electromagnetic devices for moving' said signal arm to its two Operative positions, and means including a circuit through said devices for energizing one of said devices when current passes through the circuit in one direction and for energizing the other of said devices when it passes through the circuit in the opposite direction.

2. In a three-position signal for railway signaling systems, an indicating arm biased to one position and having two operative positions, separate electromagnetic devices for moving said signal arm to its two operative positions, and means including a circuit through said devices for energizing one ot said devices under determined current con ditions and for energizing the other of said devices under different current conditions in said circuit.

3. In a three-position signal for railway signaling systems, an indicating arm biased to one position and having two operative positions, separate electromagnetic devices for moving said signal arm to itsl two operative positions, a main circuit leading to one of said devices, a branch circuit from said main circuit leading to the other of said devices, and a circuit controller on Said last named circuit.

4. In a. three-position signal for railway signaling Systems, an indicating arm biased to one position and having two operative positions, separate electromagnetic devices for moving said signal arm to its two operative positions, a main circuit leading to one of said devices, a branch circuit from said main circuit leading to the other of said devices, and a circuit controller on said last named circuit controlled by the magnetic device in the main circuit.

5. In a three-position signal for railway signaling systems, an indicating arm biased to one position and having two operative positions, a main circuit, a relay in said circuit having a neutral and a polar armature, means connected to said neutral armature for moving the arm to one of its operative positions, a branch of said main circuit having ari electromagnetic device therein for moving said signal arm to its other operative position, said last named circuit including the polar armature of said relay.

In witness whereof, I subscribe my signature, in the presence of two witnesses.

ROBERT J. HEWETT.

Witnesses:

CHARLES SEWARD, Sozrn FEIGEL.

@spies of this patent may be obtained for tive cents each, by addressing the Commissioner of Eatents. Washington, D. G. 

